WO2021190836A1 - Batterie motrice et procédé d'alimentation d'un entraînement électrique avec une batterie partielle - Google Patents

Batterie motrice et procédé d'alimentation d'un entraînement électrique avec une batterie partielle Download PDF

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Publication number
WO2021190836A1
WO2021190836A1 PCT/EP2021/054160 EP2021054160W WO2021190836A1 WO 2021190836 A1 WO2021190836 A1 WO 2021190836A1 EP 2021054160 W EP2021054160 W EP 2021054160W WO 2021190836 A1 WO2021190836 A1 WO 2021190836A1
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WO
WIPO (PCT)
Prior art keywords
battery
sub
vehicle
batteries
vehicle battery
Prior art date
Application number
PCT/EP2021/054160
Other languages
German (de)
English (en)
Inventor
Lukas Spirig
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2021190836A1 publication Critical patent/WO2021190836A1/fr

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/635—Control systems based on ambient temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to a vehicle battery for supplying an electric drive of a motor vehicle with electrical energy with a plurality of battery cells for common storage of the electrical energy and a temperature control unit designed for heating battery cells from the plurality, the plurality of battery cells being distributed over a plurality of partial batteries, wherein each of the sub-batteries comprises a plurality of battery cells.
  • An electric drive includes, in particular, one or more electric motors.
  • An electrically operated motor vehicle can, for example, be a purely battery-electric motor vehicle (equipped exclusively with a vehicle battery and at least one electric motor), a hybrid vehicle (equipped with a vehicle battery, an internal combustion engine and at least one electric motor) or a fuel cell vehicle (equipped with at least one electric motor) act with a fuel cell, a vehicle battery and at least one electric motor).
  • the vehicle battery has a large number of battery cells which can be connected in series and / or in parallel with one another.
  • the battery cells usually have two electrodes and an electrolyte. The electrical energy is stored in particular by the electrolyte.
  • the performance of the electric drive depends in particular on the performance of the vehicle battery.
  • the limiting factor here is in particular the electrical power that the vehicle battery generates when accelerating can deliver (in the sense of a speed increase) of the motor vehicle to the electric drive or make it available to the electric drive and / or in the case of a deceleration (in the sense of a speed decrease) of the motor vehicle can take up as part of a recuperation.
  • a vehicle battery at low temperatures for example below 10 ° C.
  • has a lower performance than at a normal operating temperature for example 20 to 30 ° C. This can be due to the viscosity of the electrolyte increasing with decreasing temperature.
  • the decreased performance at low temperatures is known in the case of lithium ion batteries as a vehicle battery.
  • DE 10 2008 054947 A1 proposes, for example, a heat conduction device which is pressed against a battery element, in particular an individual battery cell, by being braced with pressure. In this way, an improved supply and / or dissipation of heat can be made possible.
  • DE 10 2010 041 698 A1 proposes a stiffening element on a side surface of a battery cell, the stiffening element being designed in such a way that it can be used to transport heat with a temperature gradient pointing away from the cell core.
  • a battery cell array is known from DE 10 2015 202 563 A1 which comprises a heat conducting plate which is designed to support the array and which has channels for a fluid.
  • the traction battery can be heated and / or cooled using a liquid thermal management system or an air thermal management system.
  • the object of the present invention is to enable an improved operation of a vehicle battery at low temperatures. This task will solved according to the invention by the subjects of the independent claims. Advantageous embodiments with expedient developments are the subject of the subclaims.
  • the invention is based on a vehicle battery for supplying an electric drive of a motor vehicle with electrical energy with a plurality of battery cells for jointly storing the electrical energy and a temperature control unit designed for heating battery cells from the plurality, the plurality of battery cells being several Sub-batteries are distributed, each of the sub-batteries comprising a plurality of battery cells.
  • the battery cells of a partial battery can all be connected in series with one another.
  • a sub-battery comprises several groups, each of which has several battery cells connected in series, the groups being connected in parallel to one another.
  • the vehicle battery is designed to provide the electrical energy for the electrical drive of the motor vehicle exclusively through at least one primary of the several sub-batteries independently of at least one secondary of the vehicle battery in a warm-up operation of the vehicle battery provide a plurality of sub-batteries and a heat-conducting element of the temperature control unit is designed to carry out the heating of battery cells of the at least one secondary sub-battery by transferring waste heat that occurs at the at least one primary sub-battery in the warm-up mode.
  • the at least one primary and the at least one secondary sub-battery are each different sub-batteries. In other words, a sub-battery is not a primary and a secondary sub-battery at the same time.
  • the vehicle battery is designed to select the at least one primary sub-battery from the set of several sub-batteries in accordance with a predetermined rule.
  • the at least one primary sub-battery is fixed. In both cases, it is provided that, when the vehicle battery is warming up, the electrical drive of the motor vehicle is supplied with electrical energy exclusively by the at least one primary sub-battery.
  • the vehicle battery can be designed to control the at least one secondary of the plurality of partial batteries in such a way that they do not provide any electrical energy for the electrical drive of the motor vehicle, while the vehicle battery is in the warm-up operation.
  • the vehicle battery has a corresponding switching device or corresponding switching elements, in particular semiconductor switches or contactors, for separating an electrical connection between the at least one secondary sub-battery and the electric drive and in particular also the at least one primary sub-battery.
  • the vehicle battery can have a corresponding control unit, for example a microprocessor, a programmable logic gate (FPGA) or a digital signal processor.
  • the control unit can be designed to carry out individual or all of the method steps or control tasks disclosed in the context of the application.
  • the electrical connection between the at least one secondary sub-battery and the electric drive of the motor vehicle and / or the at least one primary sub-battery is interrupted.
  • a decoupling of the at least one secondary sub-battery can be provided.
  • the warm-up operation can be provided, for example, for a predetermined period of time after the start of a journey in the motor vehicle or when energy is drawn from the vehicle battery.
  • the warm-up operation of the vehicle battery can be dependent on temperature values either of the vehicle battery and / or the surroundings, as will be explained in the following.
  • the vehicle battery can switch to normal operation. It can be provided that the electrical energy for supplying the electric drive of the motor vehicle in normal operation is provided exclusively by the at least one secondary of the plurality of sub-batteries and / or by both the at least one primary and the at least one secondary sub-battery.
  • the vehicle battery can be designed to provide the electrical energy for supplying the electric drive of the motor vehicle exclusively through the at least one secondary sub-battery or through the at least one primary and the at least one secondary sub-battery together.
  • electrical energy can also be provided for other consumers of the motor vehicle, for example an on-board network or fleizelemente of the motor vehicle.
  • this is advantageously carried out in the same way as the provision of electrical energy for the electric drive, which is why this is optionally included when the provision of electrical energy for the electric drive is described.
  • all primary and secondary sub-batteries are each connected in parallel to one another.
  • the multiple sub-batteries are each connected in parallel with one another.
  • the temperature control unit has a heating element, in particular an electrical one, in order to additionally heat the at least one secondary sub-battery.
  • the temperature control unit can optionally use two different heat sources, namely the waste heat from the at least one primary sub-battery and the heat generated by the, in particular electrical, heating element, to heat the secondary sub-battery.
  • an electrical heating element this can be designed to convert electrical energy, which is provided by the vehicle battery, in particular the at least one primary sub-battery, into heat for heating the at least one secondary sub-battery.
  • the heat-conducting element can be thermally coupled to an additional vehicle component, in particular an engine, power electronics or a retarder, of the motor vehicle in order to additionally generate waste heat there for heating the at least one primary sub-battery and / or the at least one secondary To use partial battery.
  • the heat conducting element can be designed to enter into a thermal coupling with the additional vehicle component in order to conduct waste heat there to at least one primary sub-battery and / or to at least one secondary sub-battery.
  • the heat-conducting element can have a coupling surface for the thermal coupling with the additional vehicle component.
  • the additional vehicle component of the motor vehicle is in particular a motor (preferably an electric motor, for example a synchronous machine or an asynchronous machine, an electric vehicle or flybrid vehicle and / or an internal combustion engine of the flybrid vehicle), power electronics (preferably a power converter, inverter and / or rectifier), or a retarder for braking the motor vehicle.
  • the present patent application also relates to a motor vehicle (in particular an electric vehicle or hybrid vehicle) which has a vehicle battery according to the invention, the heat-conducting element of the vehicle battery being thermally coupled to the additional vehicle component.
  • a motor vehicle in particular an electric vehicle or hybrid vehicle
  • the heat-conducting element of the vehicle battery being thermally coupled to the additional vehicle component.
  • the motor vehicle is explained in more detail below. In this way, the energy consumption for tempering or heating the vehicle battery can be further reduced.
  • the vehicle battery has a respective temperature measuring unit for determining a respective temperature value for the partial batteries, the vehicle battery being designed to select the at least one primary partial battery from the set of all partial batteries on the basis of the temperature values.
  • each of the sub-batteries is assigned a respective temperature measuring unit.
  • the respectively assigned temperature control unit can be designed to determine the temperature of the corresponding sub-battery.
  • the respectively assigned temperature measuring unit is arranged on each of the multiple sub-batteries.
  • the temperature measuring unit can be, for example, an infrared thermometer, an NCT or PCT conductor or any other temperature measuring unit.
  • a common evaluation unit can also be provided for the temperature measuring units of all sub-batteries.
  • Selecting the At least one primary sub-battery from the set of all sub-batteries can, for example, take place in accordance with a selection rule stored or storable in the vehicle battery, for example a mathematical formula and / or a selection table.
  • a selection rule stored or storable in the vehicle battery, for example a mathematical formula and / or a selection table.
  • the warmest or the warmest of the sub-batteries is / are selected as the at least one primary sub-battery. In this way it is ensured that that part of the battery in the sense of the primary part of the battery is used flexibly, the temperature values of which are closest to an optimal temperature range.
  • the vehicle battery for example the control unit, is designed to select that sub-battery which has the highest temperature from the set of all sub-batteries in the warm-up operation.
  • the vehicle battery can be designed to control that sub-battery or sub-batteries in the sense of the at least one primary sub-battery whose temperature value represents the highest temperature.
  • the partial battery or partial batteries with the highest temperature are only selected as the primary partial battery when the vehicle battery is being operated in the warm-up mode. Outside of the warm-up operation, such a selection may not bring any advantage or even be counterproductive in individual cases.
  • the sub-battery the temperature of which is the highest, to provide the electrical energy and to provide the waste heat that arises in this process for controlling the temperature of the at least one passive sub-battery. Operation of the partial batteries in the unfavorable temperature range can be reduced overall as a result.
  • the sub-battery which has the lowest temperature is selected from the set of all sub-batteries when the temperature of at least one of the plurality of sub-batteries exceeds a predetermined upper threshold value.
  • the vehicle battery can accordingly supply the electric drive of the motor vehicle with electrical energy exclusively from that sub-battery or carries out or maintains those sub-batteries which have / have the lowest temperature compared to the other sub-batteries. In this way, overheating of the corresponding partial batteries with increased temperature and / or the vehicle battery as a whole can be prevented.
  • the vehicle battery for example the control unit, is designed to select the warm-up mode as the operating mode when a temperature of the partial batteries and / or an ambient temperature falls below a respective predetermined lower threshold value.
  • the vehicle battery is designed to control the partial batteries in accordance with the warm-up operation when the temperature of one or more partial batteries and / or the ambient temperature falls below the respective predetermined lower threshold value.
  • the respective predetermined lower threshold value for the temperature of the partial batteries and the ambient temperature can be different.
  • the respective predetermined lower threshold value for the temperatures of the partial batteries can differ from one another, but is preferably the same for all partial batteries. In this way, the warm-up operation of the vehicle battery can be adapted particularly advantageously to the intended temperature interval of the vehicle battery or the partial batteries.
  • the predetermined lower threshold value of the partial batteries limits the intended temperature interval downwards.
  • the vehicle battery for example the control unit, is designed to at least partially use the electrical energy to operate the electrical drive of the motor vehicle after the end of the warm-up operation, in particular as soon as the at least one secondary sub-battery has reached a predetermined operating temperature to provide the at least one secondary sub-battery.
  • the vehicle battery can be designed to provide the electrical energy for operating the electrical drive of the motor vehicle at least by means of the at least one secondary sub-battery after the end of the warm-up operation.
  • the provision of the electrical energy after the end of the warm-up operation can take place exclusively with the at least one secondary sub-battery or by the at least one primary and the at least one secondary sub-battery together.
  • the end of the warm-up operation is specified in particular by the fact that the at least one secondary sub-battery or any of all the sub-batteries reaches the predetermined operating temperature.
  • the vehicle battery can be designed for this purpose be to order the end of the warm-up operation and the transition to a normal operating mode after this condition has been met. In this way it is ensured that after the end of the warm-up operation or after reaching the specified operating temperature or the specified temperature interval, an advantageous provision of electrical energy is ensured, for example by the at least one secondary partial battery or the entire vehicle battery.
  • the vehicle battery can be electrically connected to the electric drive of the motor vehicle for the exchange of electrical energy.
  • the vehicle battery is connected to an electric motor of the motor vehicle via a converter, inverter and / or rectifier.
  • This converter, inverter and / or rectifier can be understood as part of the electric drive of the motor vehicle.
  • the heat-conducting element of the temperature control unit can additionally be coupled or connected in a thermally conductive manner to an additional vehicle component.
  • the additional vehicle component can be, for example, the motor, the power electronics, in particular the inverter, rectifier and / or converter, or a retarder of the motor vehicle.
  • Another aspect of the invention relates to a method for operating a vehicle battery for supplying an electric drive of a motor vehicle motor vehicle (in particular an electric vehicle or flybridge vehicle) with electrical energy, the vehicle battery having a plurality of battery cells distributed over a plurality of partial batteries each comprising a plurality of battery cells are designed for the common storage of electrical energy and a temperature control unit for heating battery cells from the plurality.
  • the procedure is characterized by the following steps:
  • the method is carried out with a vehicle battery according to the invention or a motor vehicle according to the invention. Accordingly, features and advantages which are disclosed in relation to the vehicle battery according to the invention and / or the motor vehicle according to the invention apply individually and in combination also to the method according to the invention and vice versa.
  • FIG. 1 shows a schematic block diagram of a vehicle battery with several partial batteries
  • FIG. 2 shows exemplary energy flows in a warm-up operation of the vehicle battery, likewise in a block diagram
  • FIG. 4 shows a flow diagram of an exemplary method for operating a vehicle battery.
  • the vehicle battery 1 shows a vehicle battery 1.
  • the vehicle battery 1 is designed in particular as a so-called traction battery.
  • the vehicle battery 1 is designed to supply an electric drive 15 of a motor vehicle motor vehicle (in particular an electric vehicle or flybridge vehicle) with electrical energy for driving the motor vehicle.
  • the motor vehicle is a motor vehicle, in particular a passenger car, a truck, a bus or a motorcycle.
  • the vehicle battery 1 is in particular a high-voltage battery with a voltage level of more than 100 volts, for example a nominal voltage level of 400 volts or 800 volts.
  • the vehicle battery 1 has a multiplicity of battery cells 8 which are designed to store electrical energy together.
  • the multiplicity of battery cells 8 is distributed over a plurality of sub-batteries 2, each of the sub-batteries 2 comprising a plurality of battery cells 8.
  • the battery cells 8 of a partial battery 2 can each be connected in series. In particular, in each of the partial batteries 2, the same number of battery cells 8 are connected in series with one another. By connecting the battery cells 8 in series, their voltage adds up to a total voltage of the respective sub-battery 2.
  • a sub-battery 2 can have one or more groups, with several battery cells 8 being connected in series within the groups and the groups of a sub-battery 2 being connected in parallel with one another .
  • the groups of a sub-battery have two, preferably one and a half sub-batteries 2, each having the same number of battery cells. This results in the same voltage level across all groups of all partial batteries 2.
  • the partial batteries 2 are in particular connected in parallel to one another or can be switched in parallel with one another.
  • the vehicle battery 1 comprises a switching device 10, by means of which the partial batteries 2 can be contacted with an electrical connection 12 of the vehicle battery 1.
  • the switching device 10 is designed to establish and disconnect a respective electrical connection between the partial batteries 2 and the electrical connection 12. This can be controlled, for example, by a control unit 9 of the vehicle battery 1.
  • the vehicle battery 1 is contacted or can be contacted with the electric drive 15 of the motor vehicle via the electrical connection 12.
  • the switching device 10 thus controls which of the partial batteries 2 are in contact with the electric drive 15 or are in electrical contact with the electric drive 15.
  • the switching device 10 thus makes it possible to provide electrical energy for supplying the electric drive 15 only by means of a subset of the partial batteries 2. In this way, the switching device 10 enables electrical energy to be provided exclusively by means of at least one primary sub-battery 3 of the multiple sub-batteries 2. In addition, the switching device 10 can establish the electrical connection between the remaining sub-batteries 2, which are also referred to as secondary sub-batteries 4, and the electrical connection 12 and thus indirectly also interrupt the electric drive 15. In other words, the electrical connection between all secondary partial batteries 4 and the electrical connection 12 interrupted. As a result, electrical energy is provided by the vehicle battery 1 exclusively by means of the at least one primary sub-battery 3. Each of the sub-batteries 2 is referred to as either a primary sub-battery 3 or a secondary sub-battery 4.
  • the vehicle battery 1 has a temperature control unit which comprises a heat-conducting element 5.
  • the heat-conducting element 5 is designed to transfer heat Q1 from the at least one primary sub-battery 3 to the at least one secondary sub-battery 4 when the vehicle battery is warming up.
  • the warm-up operation is shown schematically in the schematic block diagram of FIG. In the warm-up mode, electrical energy E is provided exclusively by means of the primary sub-battery 3 in the present example. In this way, the primary sub-battery 3 is heated Example of two secondary sub-batteries 4. In this way, the secondary sub-batteries 4 are heated by means of waste heat accumulating on the primary sub-battery 3.
  • a heat flow of heat Q2 from a further vehicle component of the motor vehicle to the vehicle battery 1 can also be provided.
  • the corresponding further vehicle component is the electric drive 15 include a cooling water circuit.
  • the heat conducting element 5 can be designed as a fleat pipe with gas filling, as a solid metal connection and / or as a fluid circuit.
  • all sub-batteries 2 can be thermally coupled via the heat-conducting element 5 (not shown in FIG. 1 due to the schematic illustration).
  • the temperature control unit can have an active meat element 6, in particular an electrical meat element.
  • the active fleece element 6 is arranged directly on the heat-conducting element 5.
  • the partial batteries 2 can all be arranged within the same battery housing 11. It can be provided that the electrical connections 12, which are led to the outside from the switching device 10, are the only contacts of the vehicle battery 1 to the outside (with respect to the battery housing 11). Due to the high load on the primary sub-battery 3 due to the sole provision of the electrical energy E for the electric drive 15, this primary sub-battery 3 heats up particularly strongly.
  • the primary sub-battery 3 very quickly reaches a temperature which is within a specified temperature range. This is further enhanced by the transfer of heat Q2.
  • the secondary sub-batteries 4 are warmed up or preheated by transferring the heat Q1, which occurs as waste heat at the primary sub-battery 3, and / or by transferring the heat Q2, which is accruing to the electric drive 15, while they are not yet providing any electrical energy . In this way, rapid heating of the vehicle battery 1 as a whole can be achieved. In particular, the period of time within which the partial batteries 2 provide energy outside the intended temperature interval is reduced. In this way, a life of the vehicle battery 1 can be improved.
  • FIG. 3 shows the operation of the vehicle battery 1 in an exemplary normal operation.
  • the normal operation can for example follow the warm-up operation according to FIG. 2 in time.
  • the vehicle battery can switch to normal operation after the warm-up operation has ended. This can be triggered, for example, by the expiry of a predetermined period of time or by reaching a predetermined temperature level in the vehicle battery 1.
  • the electrical energy E for supplying the electric drive 15 of the motor vehicle is provided at least by the at least one secondary sub-battery 4, in this case the two secondary sub-batteries 4. in the present case, exactly one sub-battery 3 is provided.
  • the electrical energy E is provided in normal operation either by the at least one secondary sub-battery 4 alone or by the at least one primary sub-battery 3 and the at least one secondary sub-battery 4 together.
  • FIG. 4 shows a flow chart of an exemplary embodiment of the method.
  • a step S1 which is carried out, for example, at the beginning of a journey of the motor vehicle, it is determined whether a temperature of the vehicle battery 1 is below a predetermined lower threshold value. Alternatively or additionally, it can be checked whether an ambient temperature is below a predetermined lower threshold value.
  • the vehicle battery 1 can have one or more temperature measuring units 7. According to FIG. 1, each of the partial batteries 2 has a respective temperature measuring unit 7.
  • the temperature measuring unit 7 can be designed, for example, as an infrared thermometer and / or as a resistance thermometer and / or as any other thermometer. If the temperature of the vehicle battery 1 and / or the ambient temperature is not below the predetermined lower threshold value, then following the step
  • the provision of electrical energy for supplying the electric drive 15 of the motor vehicle can be carried out directly in the normal operating mode of the vehicle battery 1 in a step S5.
  • respective temperature values for the partial batteries 2 are determined or measured.
  • the lowest temperature among the sub-batteries 2 can apply as the temperature of the vehicle battery 1.
  • the warm-up mode can be selected as soon as the temperature of one of the plurality of sub-batteries 2 is below the predetermined lower threshold value.
  • that of the partial batteries 2 which has the highest temperature is selected as the primary partial battery 3.
  • the respective temperature value can be determined or evaluated for each of the partial batteries 2 by means of the respective temperature measuring unit 7.
  • the respective temperature values of the partial batteries 2 can be compared with one another. That sub-battery 2 with the highest temperature value or the highest temperature can be selected as the primary sub-battery 3.
  • the remaining partial batteries 2 can be selected as secondary partial batteries 4.
  • step S3 electrical energy for supplying the electrical drive 15 is provided exclusively by means of the primary sub-battery 3, corresponding to the warm-up operation.
  • Waste heat from the primary sub-battery 3 is transferred to the remaining sub-batteries, that is to say the secondary sub-batteries 4, and these are thereby warmed up.
  • the development of the temperature of the vehicle battery is repeatedly checked in a step S4.
  • the warm-up operation can be maintained, for example, until the respective temperature of all sub-batteries 2 is greater than the predetermined lower threshold value. After the temperature of all sub-batteries is greater than the predetermined lower threshold value, normal operation can be switched to in step S5.
  • the exemplary method according to FIG. 4 provides for a dynamic selection of the sub-battery designed as a primary sub-battery 3 in each case. In other embodiments, however, it can also be provided that the same sub-battery 2 always forms the primary sub-battery 3.

Abstract

L'invention concerne une batterie motrice (1) destinée à alimenter en énergie électrique (E) un entraînement électrique (15) d'un véhicule à moteur, comportant une pluralité d'éléments de batterie (8) pour l'accumulation commune de l'énergie électrique (E) et une unité de régulation de température (5, 6) conçue pour chauffer certains éléments de batterie (8) parmi la pluralité d'éléments de batterie (8), la pluralité d'éléments de batterie (8) étant répartie sur plusieurs batteries partielles (2), chaque batterie partielle (2) comprenant plusieurs éléments de batterie (8). Pour améliorer le fonctionnement de la batterie motrice (1) à basses températures, la batterie motrice est conçue pour fournir l'énergie électrique (E) pour l'entraînement électrique (15) du véhicule à moteur, dans un mode de chauffe de la batterie motrice (1), exclusivement au moyen d'une batterie primaire (3) de la pluralité de batteries partielles (2), indépendamment d'au moins une batterie secondaire (4) de la pluralité de batteries partielles (2), et un élément conducteur de chaleur (5) de l'unité de régulation de température est conçu pour réaliser, dans le mode de chauffe, le chauffage d'éléments de batterie (8) de l'au moins une batterie secondaire (4) par transfert de chaleur dissipée produite sur l'au moins une batterie primaire (3).
PCT/EP2021/054160 2020-03-27 2021-02-19 Batterie motrice et procédé d'alimentation d'un entraînement électrique avec une batterie partielle WO2021190836A1 (fr)

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DE102020108471.4A DE102020108471A1 (de) 2020-03-27 2020-03-27 Fahrzeugbatterie sowie Verfahren zum Versorgen eines elektrischen Antriebs eines Kraftfahrzeugs ausschließlich mit einer Teilbatterie unter gleichzeitiger Erwärmung weiterer Teilbatterien
DE102020108471.4 2020-03-27

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CN117554825B (zh) * 2024-01-11 2024-03-19 深圳市北测检测技术有限公司 电动汽车的充电安全性能检测方法及系统

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EP2765644A2 (fr) * 2013-02-09 2014-08-13 QuantumScape Corporation Système de batterie à gestion thermique sélective
DE102014016354A1 (de) * 2014-11-05 2015-06-11 Daimler Ag Hochvolt-Batterieanordnung für ein Kraftfahrzeug und Verfahren zum Betrieb einer Hochvolt-Batterieanordnung
DE102015202563A1 (de) 2014-02-25 2015-08-27 Ford Global Technologies, Llc Traktionsbatterie-wärmeleitplatte mit längskanalkonfiguration
DE102014015194A1 (de) * 2014-10-15 2016-04-21 Daimler Ag Verfahren zum Erwärmen einer Batterie sowie Batterie, insbesondere für einen Kraftwagen
DE102016015295A1 (de) * 2016-12-22 2017-06-29 Daimler Ag Speichereinrichtung für ein Kraftfahrzeug, insbesondere für ein Hybrid- oder für ein Elektrofahrzeug
WO2017207968A1 (fr) * 2016-05-31 2017-12-07 Elson Space Engineering Ese Limited Système de batterie

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DE102008054947A1 (de) 2008-12-19 2010-06-24 Robert Bosch Gmbh Wiederaufladbare Batterie mit einer Wärmetransporteinrichtung zum Heizen und/oder Kühlen der Batterie
DE102010041698A1 (de) 2010-09-30 2012-04-05 Sb Limotive Company Ltd. Batteriezelle, Batteriezellenmodul, Verfahren zur Beeinflussung der Temperatur von Batteriezellen und Kraftfahrzeug
EP2765644A2 (fr) * 2013-02-09 2014-08-13 QuantumScape Corporation Système de batterie à gestion thermique sélective
DE102015202563A1 (de) 2014-02-25 2015-08-27 Ford Global Technologies, Llc Traktionsbatterie-wärmeleitplatte mit längskanalkonfiguration
DE102014015194A1 (de) * 2014-10-15 2016-04-21 Daimler Ag Verfahren zum Erwärmen einer Batterie sowie Batterie, insbesondere für einen Kraftwagen
DE102014016354A1 (de) * 2014-11-05 2015-06-11 Daimler Ag Hochvolt-Batterieanordnung für ein Kraftfahrzeug und Verfahren zum Betrieb einer Hochvolt-Batterieanordnung
WO2017207968A1 (fr) * 2016-05-31 2017-12-07 Elson Space Engineering Ese Limited Système de batterie
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CN117317465B (zh) * 2023-11-28 2024-01-30 深圳海辰储能科技有限公司 基于电池热量的电池加热方法及相关装置

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